Bell UH-1H accident near Rainier, Washington, April 4, 1996
On April 4, 1996 at about 4:20 pm local time, a Bell UH-1H (helicopter), registered N6166R, was substantially damaged in an accident near Rainier, Washington. It was an other work-use flight under external-load helicopter rules (Part 133). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the forward power shaft (number 21) bearing. A factor relating to the accident was: the lack of suitable, unobstructed terrain for an emergency landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 4, 1996 · about 4:20 pm local time
- Place
- Rainier, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH-1H · all UH-1Hs on the register
- Registration
- N6166R · registry record · serial 157199
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
While preparing to sling a load of logs, the pilot noticed several changes in engine noise level followed by two loud bangs and a total loss of power. He executed an autorotation/landing into a small clearing directly beneath the rotorcraft as no other suitable site was available. During the forced landing, the helicopter was damaged. Disassembly of the ex-military, Allied Signal (Lycoming) T53-L-13BA turboshaft engine revealed that the number 21 forward bearing (P/N 1-300-082-01B) had disintegrated. The engine had a total of 4202.4 operating hours of which 199.4 were accrued since entering the civilian operating environment. Nonmandatory Service Bulletin No. 0056 provided procedures for replacing this bearing with an improved bearing (P/N 1-300-082-03), within 400 hours after receipt of the bulletin.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 5,000 hours in all; 1,990 in this make and model; 188 in the last 90 days; 49 in the last 30 days; 4,788 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,020 hours
- Last inspection: 100-hour inspection, March 29, 1996; 7 hours since
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53-L-13BA (turboshaft); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 0.8 statute miles
- Sky: broken clouds at 300 ft; not recorded
- Temperature: 43°F (6°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 4:18 pm from OLM, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.